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(No Model.) 2 Sheets-Sheet 1.

J. H. MOROOM.

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WITNESS:

I TTORNEY 1 (No Model.) 2 Sheets-Sheet 2.

J. H. MORGOM.

' v SLAG TRUCK.

No. 605,566. Patented June 14, 1898.

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' ATM/ME? UN TED- STATES:

PATENT EErcE.

J HN R. MOROOM, OE DENVER, COLORADO, AssIeNoR TO THE COLORADO IRON WORKS OOMPANY, OF sAME PLACE;

. SLAG-TRUCK.

sPEoIFIcATIoN armin a or Letters Patent No. 605,566, dated June 14, 1898.

Application filed January 7, 1898.

To all whom; it may concern.-'

Be it known that I, JOHN HL'MOROOM, a citizen of the United States, residing at Denver, county of Arapahoe, and State of Colorado, have invented certain new and useful Improvements in Slag-Trucks, of which the following is a specification.

My invention relates to dumping-cars o that class used for conveying molten slag from smelting-furnaces away to the dumping-ground and known generally as slagtr'ucksjf though the important features are applicable to dumping-cars for all purposes.

Heretofore dumping-cars have been known with means adapted to maintain the parallel relation as between the longitudinal axes of the car-body and the truck, such as gear-segments between the car body and toothed track; but all such arrangements are impracticable, and in fact are never used'on a slag-truck, because in filling pots or in dumping or in transit fluid slag is always slopping over, and as it falls on the gears and toothed as to prevent efficient working.

track it fills the teeth and so obstructs the travel of the carrying segments on the track Such devices have been repeatedly tried time and again on slag-trucks at the copper and silver lead smelters of the West, but have never been satisfactory. I have overcome the difficulty in a very simple way by using a triangular guidepiece attached to the side of the cross-rail, so that it shall engage in a corresponding notch in thefaco or tread of the turning-section when the pot stands top up and thusinsures that the pot shall always assume its proper longitudinal parallel with the truck after dumping. Instead of the toothed rails I use ordinary rail-sections for the cross-rails, and these being semi-elliptical allow whatever falls uponthem from above to fall off again.

In the drawings, Figure 1 represents a longitudinal elevation, partly in section Fig. 2, a plan with one-half of the pot or receptacle removed in order to show the details of construction below the pot; Fig. 3, an end elevation. Figs. 4 to 10 are details.

In the figures, a. is the main frame of the car, I) the car-wheels, c the axles, and d the axle-boxes, these essential details as assembled constituting the vehicle on which the Serial No. 665,911. (No model.)

car-body, with its appliances, is carried. The main axle-boxes d are attached to the top side of the main frame a to economize room in height, for it is usually desirable that the bodies or receptacles of such cars shall set as low down as possible. The body of the car or pot shown at f is hung by its trunnions 9 upon wheels e or such parts or circular sections as are necessary, which wheels e traverse body or receptacle f is supported by axles or trunnions g at its two ends, to which flanged wheels 6 or parts or sections of wheels are keyed, and these wheels traverse the track 72, placed transversely of the main frameof the truck.

Fig. 4 is a detail of the wheel 6, which has in fact but so much of the circumference of a wheel as to allow it to roll over on a track from one side to the other of the main frame a. Ithas a triangular notch t in the center of the tread or face at the bottom. This notch 25 fits over a triangular guide or lug k on the cross-rails h, Fig. 7, and serves to guide the car-body to the desired position on the cross-track as it returns automatically to its normal upright position after having been dumped.

Fig. 9 shows the dumping-lever,with pawls p and p and with collar 02, having lugs 0. The collar n turns freely on the trunnion or axle g, and by means of its lugs 0 acts as a fillcrum for the lever m, which is attached between the lugs 0 by means of a pin 1", and thus allows the outer end of the lever on to be swung sidewise to or away from the car rying-wheel e or to be carried over to the opposite side of the truck to change sides for dumping. One of the carrying-wheels 6 has attached to it two series of ratchet-teeth s and 5, into which the 'pawls p and p engage when the lever m is swung in against the wheel e. Lifting on the lever m when the pawl 19 engages the ratchet-teeth s dumps the pot or car-body. Then swinging the leversidewise or away from the wheel 6, disengaging the pawl p from the ratchet-teeth r, allows the pot or car-body to assume again its normal upright position automatically by reason of its slight excess of weight below the centers of its trunnions or axles after its lead is discharged, while as it comes back to upright position it is guided into line and center by the triangular guide-blocks 70 on the crossrails 72 engaging the triangular notches t in the faces at the bottom of the wheel-sections c. The car dumps on the side opposite from the lever m, and to change over it is only necessary to disengage the pawl 27 from the ratchet s, then swing the lever on over to the opposite side of the truck when the pawl 19 is in position to engage with the ratchetnotches s, and the car is in position to dump on the opposite side. The triangular guideblocks 75 may be placed in any relative position on the cross-rails 7L, either centrally as to gage of track or otherwise, in order to make just the proper distance on the crossrails for the carrying-wheels to traverse or roll over on in order to bring the pot or carbody to the desired relative position for discharging its load with reference to the railroad-track rails.

It will be observed that the general form of the pot or receptacle for carrying slag in the car as chosen for this illustration is elliptical and sloping outward in every direction from bottom to top; but I do not confine myself to this or to any other particular form of receptacle or pot or ear-body, as I may make such receptacle of any form best adapted to the class of material to be handled or transported.

The trunnions or axles g are keyed into projecting supporting-arms '21, attached to and extending outward from the car-body or slagpot f, so that when empty its center of gravity is slightly below the longitudinal center line of the trunnions or axles g, which carry it, and thus the pot or body hangs normally top up when empty; but when the car is loaded, by reason of the sloping sides of the body, the center of gravity is above the cen ter line of the trunnion and is thus very easily dumped by a slight lift on the lever m, the body rolling over on its wheel-sections ate the side of the main frame, discharging its load and returning again automatically to its upright position.

Hooks x hold the pot in upright position when loaded and are simply unhooked when the dumping-ground is reached. In practice but one hook is ever used for this purpose; but one is placed on each side for convenience in dumping on either side, as maybe desired.

I claim 1. In a slag truck or car, a frame, a pot, projecting trunnions at each end, wheels or segments secured to said trunnions, transverse tracks supporting the said wheels, means for centering the pot and a lever for tilting the pot with means for engaging the lever with the wheel or segment, substantially as described.

2. In a slag truck or car, a tilting pot, wheels or segments supporting the same, transverse tracks on which the segments roll and a lever having a pivotal connection at one end and reversible to tilt the car from one side or the other and having also provision for engaging one of the segments, substantially as described.

3. In a slag truck or car, a tilting pot, wheels or segments supporting the same, transverse tracks on which the segments roll, a lever pivoted in proximity to one of the segments to have movement transversely of said segment and a pawl carried by said lever adapted to engage ratchet-teeth on the segment, substantially as described.

In testimony whereof I ai'iix my signature in presence of two witnesses.

JOHN H. MORCOM.

Vitnesses:

E. E. GOODALE, JOHN S. McCANN. 

